Vehicle foot plate arrangement



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VEHICLE FOOT PLATE ARRANGEMENT 4 Sheets-Sheet 3 Original Filed Nov. 18, 1937 QM, NQN. QQ

Q@ @WNW lili Patented Jan. 21, 1941 UNITED STATES ATENT OFFICE VEHICLE FIOOT PLATE ARRANGEMENT Original application November 18, 1937, Serial No. 175,200. Divided and this application June 16, 1938, Serial No. 214,034

14 Claims.

This application is a division of our copending application, Serial No. 175,200, filed November 18, 1937.

This invention relates to vehicles articulated to provide multi-section units and has for its primary purpose the provision of a continuous, fully enclosed, non-telescoping passageway between units of this type.

The principal object of the invention is the provision of a continuous diaphragm utilizing a semi-Heating foot plate affording a fully enclosed passageway between units of an articulatedesection vehicle.

The foregoing and other objects are achieved by the arrangement illustrated in the accompanying drawings, in which Fig 1 is a general perspective view oi the adjoining ends of the units of an articulated sec tion separated to show the passageway diaphragm, foot plate and streamlining diaphragm disconnected and better illustrating their co-operative relation with the respective associated parts of each unit;

Fig. 2 is a side elevational view illustrating twovehicles articulated on a single truck and showing the continuity of the diaphragme between units;

Figure 3 is a cross-sectional view taken at the point of articulation and showing the diaphragm fully enclosing the passageway;

Fig. 4 is a sectional plan view through the passageway and one side of the streamlining diaphragm taken on the line 4--4 of Fig, 3 and showing the details of the foot plate;

Fig. 5 is a longitudinal, vertical, sectional View through the center of articulation taken on the line 5 5 of Fig. 3 and illustrating details of the passageway and streamlining diaphragme and the foot plate and showing the articulated center platesboth body and truck;

Fig 6 is an enlarged, fragmentary, cross-sectional view through the passageway diaphragm taken on the line li-Ei of Fig` 4 and showing the means for sealing the diaphragm at the bottom and the method of providing a seal between the foot plate and diaphragm at the sides;

Fig. 7 is a fragmentary cross-sectional view through the foot plate and sealing means for the sides thereof, taken on the line "le-'i of Fig, 4 and showing the method of securing the sealing means;

Fig. 8 is a longitudinal, sectional view through the foot plate sealing arrangement taken on the line 8 3 of Fig, 4 and further illustrating its method of attachment; and

(Cl. 10E-3) Fig. 9 is a cross-sectional View through the streamlining diaphragm connection at the overlapping zone between the top or roof section and a vertical side leg portion.

In the drawings, IIJ and II represent male and female units, respectively, of an articulated section Vehicle, having body center plates I2 and I3 nesting respectively one within the other and supporting the adjoining ends of the two units on asingle truck I5, as best shown in Fig. 2, by means of a truck center plate I4 into which the nested body center plates I2 and I3 are seated and secured by a locking king pin I5. The truck I5 comprises wheels and axles Il having journal boxes IB supporting a truck frame 20 by means of springs lll, The truck frame 2U includes transom members 2l from which spring plank Z2 is swingingly suspended by means of swing hangers 23. Bolster springs 251 are seated upon the spring plank and resiliently support the swing bolster with which the truck center plate I4 is integrally formed or, if desired, to which it may separately be attached. Body center plates I2 and I3, as best shown in Fig. 5, are provided with separate bearing faces 2t and 2l interposed between their respective wearing surfaces and at the truck center plate I4. The bearing surfaces 26 and 21 are protected from the entrance of dirt and moisture by means of felt rings 28 and 29 disposed in sealing relation at the periphery of the respective joints, The center plates I2 and I3 are suitably secured to the respective underframes til and 3I in any desired manner and designed to transmit to the longitudinal sills thereof the rotative forces set up as a result of eccentric loading inherent in an articulated connection in addition to the usual buff and draft forces.

As shown, the vehicles are of general streamline form, and to preserve this smooth contour between units at the articulation, a exible streamlining diaphragm lo is provided which extends the full height of the respective sides and across the width of the smoothly curved roof. The diaphragm 40 is of rubber stretched taut between the vehicle units at their perimeterproviding a continuous, smooth, unbroken surface throughout the length of an articulated vehicle, thereby greatly enhancing the esthetic qualities of the vehicle and affording the ultimate in streamlining between units of this type, The diaphragm itself comprises a dat sheet of rubber lil of a width which, when applied, will be normally taut, but in which the full elasticity of the rubber is available to afford the stretch necessary as the vehicle units angle with respect to one anotherin passing about a curve in the track, at which time the diaphragm is placed under tension on one side and extended beyond its normal dimension, but on the opposite side becomes slack and collapses as the units approach each other on that side. The rubber diaphragm 40 is provided with integral enlargements 4| at its opposite edges, affording means of attachment to the respective vehicle units` The enlargements 4| each have a center core 42 of flexible material adapted to reinforce the enlargements and insure the stability of the connections, but which allows suicient exing of the rubber to permit ready application of the diaphragm to an irregular contour or for handling purposes. The method of securing the `diaphragm 4D to the respective units I and maintains a smooth outward appearance and provides a connection which prevents the concentration of stresses in the rubber at localized points and avoids abrasion and tearing of the rubber. The connections to the adjoining units are made without penetrating the rubber and comprise clamping members 43 adapted to engage the enlargements 4| securely to bind the diaphragm 40 between the two units I0 and in uniformly taut relation. The enlargements 4| are turned inwardly and are engaged by the clamps 43 on the inner side of the diaphragm 4l] whereby the streamline outer surface is preserved. The streamlining diaphragm is secured in place from the inner or passageway side, and for this purpose and to provide an abutment against which the enlargements 4| might be clamped, an overhanging, flat plate member 44 is placed about the periphery of the ends of the respective adjoining vehicle units and secured to the corner posts 45 at the sides and to the end carline members 46 at the roof by means of rivets, as shown, or by any other suitable fastening means.

The clamps 43 are in the form of angle members, one flange 41 of which is adapted to bear edgewise against portions of the respective end walls reinforced by the framing members 45 and 46 and' adapted to fulcrum about this edge-bearing as the nuts 35 on stud bolts 48, passing through the flange 49, are tightened to draw that flange against the enlargement 4| to clamp the streamlining diaphragm against the abutment afforded by the overhanging plates 44, thereby securely to hold the diaphragm in place against the tension exerted thereon as the vehicle units pivot with respect to each other. The bolts 48 are threaded into the framing members 45 and 45 which are provided with small metal plates 50 welded thereto and spaced at intervals coincident with the spacing of bolts 48 and affording additional thread area for the bolts to resist the stresses induced by the diaphragm 4U under tension. Loekwashers insure permanent retention of the nuts 39 at their original adjustment The flange 49 of the clamp 43 at its edge where it engages the enlargement 4| of the diaphragm 40 is curved, as at 52, to avoid abrasion of the rubber, and the exposed edge of the overhanging abutment plate 44 likewise is curved for this same purpose, whereby the rubber is free to stretch or flex in response to movement of the vehicles without undue wear or strain on this connection.

The diaphragm, as shown, preferably is formed in three sections-the top, or roof section, 4de and the respective side wall portions 4Gb, as best shown in Fig. 1. The top section 4ta is disposed in overlapping weathershedding relation to the respective side wall portions 4Gb, and, as best shown in Fig. 9, the beads or enlargements 4| and 4 |a of the respective sections are disposed in overlapping interlocking relation between the separate clamp members 43a used at these points and the overhanging shoulder providing flange 44. It will be noted that the beads or enlargements 4|a on the side sections of the diaphragm are of diiferent cross-sectional contour in the area of the overlap than in the remainder of the diaphragm. The bead 4| for the roof section of the diaphragm is of constant cross-section, but that on the side portions is of less thickness at the overlap and of greater length, and the center core 42 is eliminated; and the diaphragm, where it connects with the bead, is shaped to the curve of the bead 4| on the roof section 45a so that the bead and body portion of the side 4diaphragm 441 closely engages that of the diaphragm top.

The side diaphragm, where it joins with the narrowed bead 4|a, is of thinner section, so that the clamp 43e for the overlap is not only in interlocking relation with the side diaphragm, with which it directly engages, but, through that diaphragm, is in overlapping, interlocking relation with the top diaphragm and the curved end 521L of the clamp 43a, while it engages the side diaphragm, overlaps the plane of the bead 4| and the core 42 of the diaphragm top, whereby either diaphragm is prevented from slipping past the other and becoming disconnected under tension. The clamps 43a are individual members coextensive with the overlapping zone of the diaphragms and are secured by cap screws 48a and function exactly like the clamp members 43. It will be seen that the connections 43 and 43a aord means for easily installing the diaphragm 4l) under the slight initial tension necessary to maintain the desired tautness.

The adjoining vehicles I0 and are provided with a communicating passageway aifording a complete enclosure continuous between vehicles. The passageway extends between the respective end doors 53 and 54 hinged in the door frames 55. The vehicles lil and are, in usual practice, air conditioned, and the end doors separate the individual vehicle units from the passageway effectively to prevent the inux of relatively warm air through the relatively uninsulated passageway. The passageway comprises a foot plate 'I0 providing an uninterrupted walkway between the end doors, and a diaphragm 60 extending beneath and completely encircling the foot plate to provide a fully enclosed weatherproof passage from one vehicle to the other. The diaphragm 50 extends between and is secured to metallic extension structures 56 and 51 disposed about the respective passageway openings 58 and 59. The extensionsl 56 and 5l are substantially alike and comprise each a plate member extending continuously about the respective passageway openings and secured at the top and sides to an angle member H to the contour of the openings and which is secured, through the end wall sheathing ll, to the spaced end posts 'i2 and end plate '13, as best shown in Figs. 4 and 5. The horizontal bottom portion l5 of the respective extensions 5S and 5l is separate for construction purposes but is welded to the vertical side legs with which the horizontal top portion is integral, so that, in effect and for all practical purposes, the extensions are in one piece and continuous about the respective passageway openings. The bottom portion l5 slopes upwardly and is removably secured to the outwardly extending iiange 16 of a flanged channel pressing 'Il supporting the end door threshold 'Z8 on each vehicle and the foot plate 10. The member on the vehicle unit is secured belapping the groove 99.

neath the flange 16, while that on the unit |9 is secured above the flange for a purpose which will hereinafter appear.

The member 15 on the unit is secured by a number of screws 19, 8| and 83. The screws 19 penetrate only the flange 16 and the member 15 with the intervening filler member 83 which is secured to the member 15 b-y welding and serves to thickenthe portion thereof engaged by the screws and provides greater thread area therefor. The screws 8|, in addition to taking the flange 16, also secure a non-metallic plate 82 which provides a supporting surface for the free edge of the foot plate 10. Screws 83 secure the xed portion 89 of the passageway foot plate and penetrate the plate 82 and flange 16 and, like screws 19 and 8|, are threaded into the thickened portions of the member 15. The screws of different lengths permit ready assembling of the various parts affected during construction, and all have countersunk heads, as shown. The member 15 on the unit I9 rests on top of the ange 16 and is secured by screws 81 threaded into the flange which is thickened by a plate 88 secured on the underside thereof by welding to provide the additional thread area necessary properly to secure the screws.

A separate, formed member 89 is disposed about the edge periphery of the respective extensions 56 and 51, and, while in actual practice it is in several pieces, the adjoining members are buttwelded together to form a unitary member extending continuously about the passageway extension plates and is integrally secured thereto by welding so that each of the extension assemblies, as applied, is substantially a one-piece unit. The member 89 is secured about the outer surface of the respective extension plates and is shaped to provide a groove 99 opening inwardly adapted to receive the respective enlargements 9| at opposite edges of the diaphragm 69 in close engagement and which are securely held in place therein by clamping plates 92 removably secured to the extensions 56 and 51 by screws 93 and over- The clamping plates 92 are continuous about the top, sides and portions of the bottom, but, as best shown in Fig. 4, separate pieces 94 are utilized adjacent the point where the ends of the diaphragm 99 are joined for holding the enlargements 9| properly in place. The enlargements 9|, like those in the streamlining diaphragm, are reinforced by flexible cores 95, but in the application of the passageway diaphragm, the enlargements are directed outwardly in order that a smooth inner surface may be presented to the passageway free of any obstruction whatsoever.

The diaphragm 90 is inherently elastic, and the enlarged edges are coniined in the grooves 99 by the clamping plates 92 and the diaphragm initially stretched taut between adjoining passageway extensions 56 and 51, and relative pivotal movement between the units I9 and I is accommodated by the inherent elasticity and iiexibility of the diaphragm-one side of the diaphragm being stretched during such movement, while the opposite side is Iiexed. The diaphragm is in one piece continuous about the passageway and joined at the bottom beneath the foot plate 19. The ends of the diaphragm are turned upwardly beneath the foot plate where they join and are held in sealing relation by clamp members 96 drawing the ends together and by the clamping plates 94. As best shown in Fig. 6, the diaphragm ends, where they join, are reinforced by fabric |9| vulcanized thereto to prevent any possibility of tearing of the rubber. The diaphragm, under tension as described, offers the utmost safety to persons traversing the passageway. At the center of the diaphragm no stretch occurs other than the initial tension applied, but, due to the pivotal relation of the articulated vehicles, considerable twisting action occurs in the rubber at this area, andfto strengthen it against this constant Wear the diaphragm top, at the center, is reinforced by fabric |92 vulcanized thereto, as best shown in Figs. 1 and 5.

The flanged channel threshold and footplatesupporting pressings 11 are secured to the underframes 39 and 3| by welding and extend between the respective end posts 12. The thresholds 18 are secured to the iianges 91 of the respective members 11 by screws 98 and are adapted to establish continuity between the respective vehicle floors 99 and the foot plates 19 and 80. The xed foot plate 80 is on the unit and, with the nonmetallic plate 82, extends the full width of the passageway and about the arcuate free edge of the foot plate 19 and to the threshold 18.

'The edge of the plate 89 adjacent the threshold 19 is secured by woodscrews 84 which also secure that edge of the plate 92 and are threaded into a wooden block 85 secured in the channel of the pressing 11 by bolts 86, The free edge of the foot plate 19 is supported on the unit by the nonmetallic plate 82 upon which it moves, while on the unit I9 it is secured to the flange 16 of the pressing 11 by means of cap bolts |99, as best shown in Fig. 8. It is to be noted that the heads of the bolts |99 do not project above the surface of the foot plate, but are disposed entirely therebeneath. The bolts do not take the foot plate proper b-ut only pass through a rocker plate ||9 secured on the underside of the foot plate 19 by screws having countersunk heads. The foot plate is provided with openings |99 accommodating the heads of thebolts |99. The rocker plate |9 extends the full width of the foot plate and is provided with an inset arcuate rocking surface ||2, throughout its full extent, adapted to have bearing on a resilient pad of rubber ||3 coextensive with the rocker plate and secured to the flange 16 by countersunk screws H4. rlhe pad of rubber ||3 provides a cushion permitting the necessary rocking action of the foot plate during relative movement of associated vehicles Without straining or bending the bolts |99. Spring washers l5, under the heads of bolts |99, permit the rocking action of the foot plate without allowing the development of lost motion, whereby quiet operation is assured,

The foot plate is reinforced by plates I6, secured on the underside thereof by rivets ||1 countersunk on the upper side, which extend across the unsupported portion of the foot plate between vehicles and serve to stiifen the foot plate in this area. The free edge of the foot plate 10 is positively prevented from rising from its normal supported position on the non-metallic plate 82 under action of the associated vehicles. The edge of the plate 92 extends beyond the supporting flange 16 towards the point of articulation and is cut out at H8 on an arc swung from the center of articulation, and this projecting edge, relatively xed as it is, aiords means positively to prevent upward movement of the foot plate. The movable foot plate is cut out at ||9 to provide a rectangular opening for a separate plate |29 which is secured to the portions of the spaced plates |18 underlying the opening at opposite sides of the center thereof by screws 2| having countersunk heads. A plate |22, having an offset projecting lip |23 underlying the projecting edge ||8 of the plate 82, is secured to the removable plate |20 by rivets |26 countersunk on the upper side and ts between the two reinforcing plates i6 at the center. The lip |23 is adapted to underlie the plate 82 throughout the full movement of the foot plate and moves about the arc described by the recess H8, since this arc is swung from the same point about which the foot plate rotates.

The foot plate 'l0 is supported on the unit il by the cushion I3 upon which it rocks, as above described, and extends to the threshold T8 Without benet of an intervening fixed plate as on the unit The edge of the plate adjoining the threshold therefore moves vertically with respect thereto as the foot plate rocks upon the cushion H3. To provide a seal at this edge of the foot plate and to accommodate the necessary movement, a strip of sponge rubber |25 is disposed beneath the plate, extending the full width thereof, in position to be engaged by the underside of the foot plate to prevent dirt or the like from falling through the opening between the threshold and foot plate necessary for clearance purposes and is supported from the anged channel pressing by means of an angle strip |25 coextensive with the rubber and welded to the vertical webI of the pressing.

A seal is also provided at each of the side edges of the foot plate between the foot plate and diaphragm. These seals each comprise a pad of sponge rubber |26 extending between housings |21 secured respectively on the xed foot plate 80 on the unit and on the movable foot plate 'l adapted to bear against the foot plate and the diaphragm 6|] at each side and to be stretched or flexed as the vehicles negotiate curves, and eiectively to seal the space existing between the foot plate and diaphragm sides. The sponge rubber is secured to the respective foot plates independently of the housing members, as best shown in Figs. '7 and 8. Similar plate members |28, having curved edges to avoid abrasion of the rubber, clamp each of the pads |26 at opposite ends to the xed and movable foot plates and are secured each by a plurality of screws |29 taking the foot plates. The housings |21 act as guards covering the ends of the sponge rubber sealing members and the clamping devices and are secured to the respective foot plates each by a plurality of screws |30. Upwardly turned anges |3| are secured by screws |32 and |33, respectively, to the extension members 56 and to the portions |34 of the end sheathing 'M which turns inwardly at the passageway and joins with the door frames 55- thus effectively rigidifying the housings. As best shown in Fig. 4, the housings are sloped at their ends adjacent the respective end doorways, as at |35, to avoid projections immediately at the door openings.

As shown in Figs. 4 and 6, the movable foot plate Hl is provided at each side with a block of wood |38 secured thereto by woodsorews |31 and extending beyond the respective side edges of the foot plate in position to be engaged by the diaphragm sides as the vehicles round a curve. The block |36, while secured beneath the foot plate, is disposed ilush with the surface of the plate where it extends therebeyond and acts as a positive support for that portion of the sponge rubber |26. The outer edge of the block is rounded, as at |38, and functions to prevent the rubber of the diaphragm from coming in contact with the sharp edges of the foot plate as curves in the track are negotiated and causes the diaphragm side on the inner side of the curve to flex outwardly rather than inwardly and thus avoids abrasion of the rubber by the raw edges of the foot plate. The Woodblock is iixed to and moves with the foot plate lll and is of such length as properly to support the sponge rubber and prevent inward flexing of the diaphragm, but allows clearance between the vehicles sufficient to permit relative swiveling movement.

It will be noted that the foot plate 'l is fixed to the unit lll having the male xtures I2, and when the vehicles are separated the diaphragms 40 and 60 both remain attached to this unit, but it is, of course, necessary to remove the foot plate entirely before the passageway diaphragm is removed.

The diaphragms of this invention are disposed initially under tension between associated vehicles and by this fact aord a streamlining diaphragm of the highest efciency and to the eX- act cross-sectional contour of the vehicles and a passageway diaphgram olering the utmost protection to anyone traversing it. The diaphragms are effectively secured Without the necessity of penetrating the diaphragm material. The passageway foot plate arrangement consists of a semi-oating foot plate flexibly secured to one unit for vertical rocking action about a transverse axis and supported on an adjacent unit and having means adequately to seal the plate about all of its edges.

What is claimed is:

1. In an articulated unit involving a plurality of vehicles, a passageway between the vehicles, a footplate in the passageway secured to one of said vehicles, nonmetallic means on the other vehicle supporting the free end of said footplate, rocker means supporting the footplate on said rst vehicle, and resilient means sealing the footplate with respect to said rst vehicle.

2. In an articulated unit involving a plurality of vehicles, a passageway between the vehicles, a footplate in the passageway, nonmetallic means supporting one end of the footplate on one of said vehicles, nonmetallic means on the other vehicle in non-supporting engagement with the opposite and of the footplate, rocker means supporting said footplate intermediate its ends on non-metallic means on said last named vehicle whereby the footplate is adapted to have relative rocking movement with respect thereto, and means securing the footplate to said last-named vehicle for pivotal movement therewith.

3. In an articulated unit involving a plurality of vehicles having a common support for relative pivotal movement, a footplate between the vehicles, nonmetallic means on one of the vehicles supporting one end of said footplate for pivotal relation thereto, resilient means on the other vehicle supporting the footplate intermediate its ends, rocker means on the footplate engaging said resilient means for relative rocking movement of the footplate with respect thereto, means on said other vehicle of greater resiliency than said resilient means providing a cushioned seal between that vehicle and the other end of said footplate, and means securing the footplate to said last named vehicle for pivotal movement therewith.

4. in an articulated unit involving a plurality of vehicles having a common support for relative pivotal movement, a footplate between the vehi- 75 cles having one end thereof supported on one of the vehicles in pivotal relation thereto, resilient means on the other vehicle supporting the footplate, rocker means on the footplate intermediate its ends for cooperation with said resilient means, means on said other vehicle of greater resiliency than said resilient means providing a cushioned seal between that vehicle and the other end of the footplate, and means securing the footplate to said last named vehicle for pivotal movement therewith.

5. In an articulated unit involving a plurality of vehicles having a common support for relative pivotal movement, a footplate between the vehicles having one end thereof supported on one of the vehicles in pivotal relation thereto, resilient means on the other vehicle supporting the footplate, rocker means on the iootplate for cooperation with said resilient means, and means securing the footplate to said last named vehicle for pivotal movement therewith.

6. In an articulated unit involving a plurality of vehicles having a common support for relative pivotal movement, a footplate between the vehicles, means on one of the vehicles supporting one end of the footplate in pivotal relation thereto, means disposed on the underside of the footplate underlying said supporting means, said means being removably mounted with respect to the footplate, means flexibly supporting the footplate on the other vehicle, and means securing said footplate on the last named vehicle for pivotal movement therewith.

7. In an `articulated unit involving a plurality of vehicles having a common support for relative pivotal movement, a passageway between the vehicles, a iootpllafte in rthe passageway having an arcuate recess and iinedly secured to one of said vehicles, a tootplfate in the passageway having an arcuate free :edlge supported in said arcuate recess for relative pivotal movement, and means for flexibly securing said last named footp-late to the other vehicle for movement relative .thereto 4and ior pivotal movement there-with, said relative movement occurring in a plane perpendicular to the plane of said pivotal movement whereby the footplate has pivotal movement in planes perpendicular to each other.

8. In an articulated unit involving a plurality of vehicles having a common support for relative pivotal movement, .a passageway between the vehicles, a footplate in the passageway having an arcuate reces-s and xedly secured to o-ne of the vehicles, a nonmetallic plate underlying said footplatle and recess, a footplate in the passageway having an arcuate free edge supported in said recess on said nonmetallic plate for relative pivotal movement, and means flexibly securing said last named footplate to the other vehicle for movement relative thereto and for pivotal movement therewith, said relative movement occurring in a plane perpendicular to the plane of said pivotal movement whereby the footplalte has pivotal movement in planes perpendicular to each other.

9. In an articulated unit involving la plurality of vehicles having a common support for relative pivotal movement, a passageway between the vehicles, thresholds on the respective vehicles delinrig the extent of said passageway, a footplate in the passageway having an arcuate recess and xedly secured to one of the vehicles in abutting relation to the threshold, a footpla-te in the passageway having an arcuate free edge supported in said recess for relative pivotal movement, and means flexibly securing said last named footplalte intermediate its ends to the other vehicle for movement relative thereto and for pivotal movement therewith, said relative movement occurring in a plane perpendicular to the plane of said pivotal movement and :said last named fo'otplate exten-ding to the threshold on that vehicle.

l0. In `an articulated unit involving a plurality of vehicles having a common .support for relative pivotal movement, a passageway between the vehicles, `thresholds on the respective vehicles defining the extent of said passageway, a ofotplate in the passageway having an arcuate recess and ixedly secured to `one of the vehicles in abutting relation to the threshold, a nonmetallic plate underlying said foo'tplate .and recess, a footplate in the passageway having an arcuate free edge supported in `said reces-s on said nonmeltallic plate for relative pivotal movement, and means flexibly securing said last named footplate intermediate its ends to the other vehicle for pivotal movemen-t therewith in substantially a horizontal plane and for pivotal movement in a plane perpendicularly to said horizontal plane and independently of said first-named pivotal movement, said last named ootplate extending lto the threshold on that vehicle, said thneshold having nonmetallic sealing nre-ans disposed in association with said last-named fooltp'late.

11. In an articulated unit involving a plurality of vehicles having a `common support for relative pivot-al movement, a footplate between the vehicles, means on one of the vehicles supporting one end of the footplate in pivotal relation thereto, means disposed on the underside of the footplate underlying said supporting means, said means being removable from the upper side of the iootplate, means flexibly supporting the footplate on -the other vehicle, and means securing said flootplate on the last-named vehicle for pivotal movement therewith.

12. In an anticulated unit involving a plurality of vehicles. `a passageway between the vehicles, a fo'ovplate in the passageway secured to one of said vehicles, means on the other vehicle support-ing the free end of said footplate, and rocker means at the point of secureinent of and supporting the footplate on said first vehicle.

13. In an .articulated unit involving a plurality of vehicles, a passageway between the vehicles, a footplate in the passageway, means supporting one end of the footplate on one of the vehicles, resilient means on .the other vehicle, ro cker means supporting the foot/plate on said resilient means, and means :securing the iootplate to said lasnamed vehicle in the area of said resilient means and said lrocher means.

`14. In an articulated unit involving a plurality of vehicles having a common support for relative pivotal movement, a foo-tplate between the vehicles, means on one 'of the vehicles supporting one end of the footplate in pivotal relation thereto, means disposed on the underside of the footplate underlying said supporting means, said means being removable from the upper side of the footp'late, land means supporting the footplate on the other vehicle. v

ANDREW CHRISTIAN SON. NORMAN B. JOHNSON. 

